Draft-rigging for railway-cars.



B; W. KADEL.

DRAFT RIGGING Foa RAILWAY CARS.

APPLICATION FILED JAN. S, 1915- Patented May 29, V1917.

2 SHEETS-SHEET 2.

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` showing a modified forin of the invention,

50 4 the coupler striking` plate, 5

BYEns W. KABEL, or noANoKii: COUNTY, VIRGINIA.

DRAFT-BIGGING FOR, RAILWAY-GARS.

Specification of lL etters 'Patent Patented May 2t), 1917.

Application filed January e, 1915. serial No. 7c3.

To all whom it may concern:

Be it known that I, Bruns lV. KABEL, a citizen of the United States, residing in the countyof Roanoke and State of Virginia,

5 have invented certain neT and useful linprovenients in Draft-Rigging for Railway- Cars, of which -the'folloiving is especification.

-The present invention pertains to draft i ears for railway cars and the principal ob- ]ect thereof is to arrange two draft gears to act in tandemwith each other7 thereby increasing the total gear capacity.. Further Objects are to arrange this additional gear `.L capacity so that it will .act in bufiing only or' act to a greater extent in bufling than in pulling. It will be understood that the shock. from buiiing railway cars is niucli '.inore severe than that from pulling, hence heretofore if a 'gear were made ofsueh a capacity as-to absorb a large percentage of the buiiing load it has been too rigid and unyielding in pulling. lVith the improvegments einbodied'herein the extra gear capacity-may be inade to act in the buing di.

-rection only` the regular gear serving as .usual in pullinv. n

lith these and other objects in view the invention consists ofthe arrangement, for- 80 mation and the combination of elements as herein described and particularly clai1ned.

In the drawings!` Figure 1 is a vertical, longitudinal section lof a portion of a car having my invention applied to it and Fig.

2 is a partial plan View of the same, certain unrelated parts of the car being removed in order to show the draft' parts more clearly. Fig. 3 is a transverse vertical section, taken on the line C D, Fig. l.

Fig. 4 is abroken view siniilar to Fig, 1.y

and Fig. 5`is a horizontal section taken on the line A B, Fig. 4.

Fifi.` G is a verticaL longitudinal section of abstill further modified forinof my inventi'onand Fig. 7 a plan viewof the saine. Referring now to thesedrawings, 1 represents the center or dra-ft sills of a car. f2 the cover plate-thereon, 3 the end sill of the car, the coupler and 6 the coupler carry iron. All of these parts are-of the customary approved construction.' y

The coupler- 5` provided with the eustoniary draft abutinents T and these have operative engagement with draft lugs S on 'the draft inenibers 9 in pulling`y the coupler 5 beingherein shown as haring slidable engagenient with the draft members 9 in buiing.

The draft nienibers Q-are shown as being integral.With-and forming frmitivardli' disposed extensions from a draft gear easing 10 and for a more. complete description of this construction, reference should be made to n iy pending application entitled Draft rigging for railway cars, the same bearing Serial #874999, and having been filed- Deceinber l, 1914. 4 Y

The casing 1() is tapered from the front towardthe back, and disposed Within the cavity thereof are the contained and operative parts o f the draft-gear.

The casing-10 is shown as containing two separate friction draft gears-` and the one disposed Within the rear end thereof is shown substantially 'as a duplicate of that 'describednin lthe ,said pendingapplication, Serial #$74,999. It will be understood, hoivever, that other forins of gears might be used, the particular fornisbeing depicted to illustrate the new method of working tivo draft gears in tandem.

The elements ofthe front gear as shown being somewhat diilferent from the back gear, its structure and operation will no\v be explained. V

Abuttiiig the back end of the coupler 5 at 11,01 rigidly secured thereto .is` a `coupler extension 12, the saine being adapted to forni a strut betiveen the said coupler and the follower plate-13 of the-back draft gear. Thus in liuiiing it will. be seen that the coupler load` or a portion thereof uill be transniitted directly through this strut to the back draft gear. the saine rereivisig and dissipating it in the customary inanner.

The strut l2 as shown is cylindrical in forni, and disposed within the annular spacel of the casing 10 causing these blocks to` wedge against the strut 12. At the saine time the strut 12 is being pushed back by the coupler. and the pressure of blocks 13 bearing forciby thereon, produces friction between-the moving surfaces and dissipsates a large portion of the coupler blow before it reaches the regular or back draft gear.

In pulling. the abntinents 7 on the coupler engage the draft lugs 8"- on the draft mem- C bers 9, (in this case integral with the casing 10). andthe casing 10 is pulled forward, the back gear being compressed against the follower 13. which has been arrested in its lmeans employed in draft mechanisms. .i this frontward or pulling movement the frontward movement by the stops 16 on the draft sills 1, this action being the usuIal n casing 10 and the strut 12 move together, (without movementrelative to each other), consequently. there now no friction oeblocks 13 and the strut 12. The spring 1l, however, is held fromfiontward movement by the arrest of the washer 15 against the key 17, so that lthe front gear is a simple spring gear in pulling.

It will thus be seen that with the parts so arranged I have provided a friction draft gear that operates as a friction gear in both pulling and in buffing and in connection therewith a second or independent draft gear that functions as a friction gear'in tandem with the first gear in bufting and functions as a spring gear in tandem with the first gear in pulling: Hereinafter it will be shown, that with very slight modifications this second gear may be made to go out of service entirely in pulling.

The key 17 passes loosely through the elongated'slot 18 in the coupler and the strut 12 so that they have slidable engagement with the said key in both pulling and bufling. The key is held from movement b v means of the brackets 19 which are secured to the draft sills 1 and through which the key 1T passes. These brackets serve also as spacers to maintain the alinement of the draft rigging between the draft sills.

As previously stall-d. the draft members f) are .shown as integral with the casing 10, and for this particular form of front gear the easing may extend as a complete hollow cvlinder to the front of the draft lugs 8. In the front end of this full length casing is an oblong opening 2() extending substantially the full width of the cavity of the casing in the transverse direction but less than this width vertically, the result-ing walls at the top and bottom forming the draft lugs 8. The various workin(T parts of the front or rear draft gear may `e entered through this opening. The washer l5 is provided with spaced ca rs or extensions 21 at each side and these accommodate the key 17 between them.

The last of the internal parts to be entered through the opening 20 is this washer 15 and after being entered it is given a quarter turn so as to bring the ears 21 above and below the opening 20, or just back of the draft lugs 8. The cou ler 5 is then given a quarter turn so as to firing the abutments 7 into registry with the longer, transverse direction .of the opening 20, and the coupler is then pushed back through the opening` 20, the ears 21 on the washer 15 positioning on each side of the narrow way of the coupler. The coupler, and colisequently the washer 15 with it, are now returned the one quarter turn, bringing these parts into the positions shown in the drawings, and the key 17 is then entered through the brackets 19 and the slot 18, holding the parts from undesired turning. The ears 21 on the washer 15 now serve as lateral spacers for the coupler within the casing l0.

It will be seen that by this method ofv forming the draft members the metal at either side of the coupler, at 22 and 23, forms a vertical wall or tie between the draft members 9 and thel draft lugs 8` and the draft members are thereby held from springing apart in pulling. At the same time the coupler has sliding engagement with the draft members in bulfing.

This draft mechanism may also be used without the key 17,-as l have. shown in Figs. 4 and 5, in which figures l have illustrated also the use of a coupler having the standard Master Car Builde|s` butt cn-d 2l. and having the strut 12 made in a separate piece from the coupler. l'fhen so used without the key 17 it wid be. seen that all of the parts function the same in buliing as in the mechanism shown in Figs.- 1-2 and 3, but in pulling. there now being nothing to arrest the frontward movement of the washer 15. the spring 1l is not compressed, hence the rear gear only acts in pulling while both gears act in bnfling. The advantage of this will be evident to those acquainted with the art. as the heavy blows occur in buliiiig, while the pulling requires much less gear capacity to dissipate and absorb it, and at the same time such a heavy gear capacity is undesirable in starting a long train.

Furth'ern'iore, it should be noted that double travel is not required to effect this extra gear capacity as the strut 12 conveys only the unabsorbedA portion of the couplei load to the back gear in buliinfr. Hence thc use of these two .independent and peculiarly connected draft gears gives a high'capaoity 2. In draft rigging/ for railway oars, a 5

gear of relatively short travel in buiing and a more yielding gear with the same relatively short travel in pulling, thereby avoiding undue slack in the train.l y i In the absence of the key 1T yas a support for the various parts, theearry iron is provlded. And 1n the absence of this key as a means for holding thevspacers 2l, the bolt 26 is applied,the spacers 27 being inserted at each side of the coupler andI the bolt 26 holding them in place.-

The essential elements of my invention might-be embodied in. various forms, as for instance, in Figs. 6 and 7, Ihave shown how the strut 12 maybe used with a draft gear having the draft'yoke 28 rigidly attached to the coupler. `In this embodiment the rear gear functions as yin 4customary practice, be-

tween -the stops 29 and 3() on the draft sills. The strut 12 1s in this instance made tapered l 'and as `it moves backward the yblocks 31 are expanded against the easing 32, the backward movement of the blocks being resisted bythe spring .VB3-and the backward vmove'` 'fment ofthe casing being arrested by the stops. `29, .the-se serving also, las already stated-"for the back draftlgearjinpulling. Thus it will be seen that various alterations might be made in my. invention within the i 'scope of .the claims without departing from tlie spirit thereof.

Having thus described my invention, what I claim is:

-ments and a 'spring within` the said casing said last mentioned elementscoasting with Ythifsaidcasing to frictionally resist moveymentofthe coupler in one direction only` gagem'ent with the sai said casing, and

coupler, a draftgear sposed behind said coupler, a strut interposed between the said coupler and thesai'd draft gear, said strut` being movable by said coupler under both bulimg and pulling, the said coupler havin operative" engagement Iwith the said draf gear through the saidstrut in bulfing and independent of the sai strut in pulling, and additional friction mens in cooperative enstrut 'in bufling. 3. In a draft riggi g for railway cars, a coupler, a draft gear disposed behind Sfaid coupler, a strut inter osed between'the said coupler and the saidfdraft gear, said strut contacting with tlie 'aid coupler and being movable therewith il both directions, the saidnooupler having operative engagement with the said draft gear through the fsai'd strut. in bufling and independent of the said strut in pulling, and an additional draft gear,l .in operative engagement as a spring draft gear with the said strut .in pulling.

4. In adraft rigging for railway cars, a

coupler, a draft 'gear disposed behind the said coupler and inl operativeV .engagement therewith, said draft gear comprising a hollow casing,l a rearward 'extension from' the said coupler disposed Within the said ca sing and having ovement relative thereto in buiiing, said movement being equal to the travel of the coupler, friction elements en` gaging the said poupler extension and the i spring adapted to cao-act with the said fri tionelements to wedge the same between th saidcoupler extension'aml the said casing.

In testimony hereof I affix any signature in presence of tivo witnesses.

p BYERS lV. KABEL.

Witnesses:

H. MARTIN, GEO. F. ,f KlMMERLiNe. 

